Note 2 - Cars 141-190 were leased from the New
York, New Haven & Hartford Railroad and
were returned to them at the end of service.
Car #149 was named the Robert M. Shaw
in 1924 in honor of the roads oldest commuter.

Note 7 - Boxcar #5 was equipped with a pantograph to draw power off the overhead wire that was then routed to a transformer to power the onboard machine tools. While the only view available to us shows a "blind" wall, it is assumed the opposite side had a standard freight door.

Note 8 - NYW&B's sole locomotive was built in August 1911, delivered
as 01, then renumbered 301, and finally 701.
Upon the end of service, the unit was transferred
to the New Haven and became NH #0224 until it
was scrapped (date unknown).

Note 9 - Combination line car and wrecking car
with revolving jib crane and detachable linemans
platform on boom. Built by General Electric in April 1911. Renumbered 401 in 1914, the
car was used by the contractor to dismantle
the line in 1942, and then itself
was scrapped on site.

NYW&B 173 is an example of the later Stillwell-design coaches built by Osgood-Bradley of Worcester, Mass. Initial orders were constructed by Pressed Steel Car Co. of Pittsburgh.
Photo by George Votava - Courtesy Bob's Photos

Self-propelled line car and wrecker, seen here stored at 177th Street in 1940.
Photo by George Votava - Courtesy Bob's Photos

The Westchester's sole locomotive, used on freight and work assignments.
Photo by George Votava - Courtesy Bob's Photos

The
first order of cars came from Pressed Steel
Car Co. of Pittsburgh, Pa., and consisted of
28 coaches and two combines. These cars had
full vestibuled ends, and power-operated center
doors. Theses were among the first center-door
cars ordered for a common-carrier railroad in
America. Center-door equipped cars would later
become popular with rapid transit operations.
All of the Westchester stations were constructed
with high-level platforms, except for the stations
on the Harlem River branch. For this reason,
the cars were also equipped with steps and trap-doors
on the vestibule ends.

Stillwell Coach Illustration by Otto M. Vondrak

As built, the MU coaches were 70 feet, four
inches long, with 35 seats arranged in 2-2 fashion,
with four longitudinal seats flanking the center
doors. Total seating capacity in the initial
order of cars was 78. As built, the combines
could seat a total of 54. The combines were
rebuilt in-house in 1922 as 80-seat coaches.
Pantographs collected 11,000 volts from the
overhead and transformers stepped it down to
350 volts, which supplied the two 175 hp AC
traction motors on each car. The NYW&B purchased
their power from parent New Havens generating
station at Cos Cob. Looking to trim costs, motormen
were instructed to coast whenever possible in
an effort to conserve energy. Automatic overspeed
controls limited the top speed of trains to
56 mph.

The Westchester was one of the first roads to
use a pressurized spray to apply paint finishes,
versus the brush painting that was common in
those days. The cars were delivered with dark
green interiors and ivory ceilings, with blue
plush seats. They were finished in the same
exterior dark green color as parent New Haven,
with the NYW&B name and car number above
the last window in the arch. The New Haven purchased
the last group of MUs, and stencilled
N.Y.N.H.&H.R.R.Co. on the car
sides near the end doors to signify ownership.
The tops of the cars were originally dark gray,
but steel dust raining down from the catenary
wire quickly turned the gray to brown steel
oxide. The oxidation would collect on the top
of the cars and wash down the sides, making
it very difficult to keep them looking clean.
In the interest of easier catenary maintenance
and cleaner looking cars, the steel contact
wire was replaced with copper in 1923.

Service began on the NYW&B with 30 cars,
but as the routes were expanded, additional
cars were needed. Between 1924 and 1929, an
additional 65 cars were added to the roster.
After the end of service, NH acquired 50 of
the coaches and locomotive 701. The coaches
were taken to NHs Van Nest shops in the
Bronx where they had their electrical equipment
and pantographs removed. Then, they were brought
to NHs Readville, Massachusetts shop where
they were rebuilt into commuter coaches for
their Boston suburban service. The U.S. Maritime
Commission acquired some cars for use in transporting
war workers to ship yards and oil fields in
Texas and California, and then were subsequently
scrapped.

One sole example of the venerable Westchester electric M.U. fleet exists to this day in Peru. Attempts to repatriate this car have not yet been able to overcome the obstacle of funding, or a plan for preservation.

"Forgotten Railroads Through Westchester County"$35.00

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